# 90 - Communication > Source: exam.quizvds.it (EASA ECQB-SPL) | 93 questions --- ### Q1: Which abbreviation is used for the term "visual flight rules"? ^q1 - A) VFS - B) VRU - C) VFR - D) VMC **Correct: C)** > **Explanation:** VFR stands for Visual Flight Rules, the regulatory framework under which a pilot operates by visual reference to the ground and other aircraft. VMC (Visual Meteorological Conditions) refers to the weather conditions themselves, not the rules. VFR and VMC are related but distinct terms — a pilot files and flies VFR when the weather meets VMC criteria. ### Q2: What does the abbreviation "H24" stand for? ^q2 - A) No specific opening times - B) 24 h service - C) Sunrise to sunset - D) Sunset to sunrise **Correct: B)** > **Explanation:** H24 indicates continuous operation — 24 hours a day, 7 days a week. This designation appears in AIP entries and NOTAMs to describe permanently staffed facilities such as major ATC centres or rescue coordination centres. It contrasts with HX (no specific hours), HJ (sunrise to sunset), and HN (sunset to sunrise). ### Q3: Which altitude is displayed on the altimeter when set to a specific QNH? ^q3 - A) Altitude in relation to mean sea level - B) Altitude in relation to the 1013.25 hPa datum - C) Altitude in relation to the highest elevation within 10 km - D) Altitude in relation to the air pressure at the reference airfield **Correct: A)** > **Explanation:** QNH is the local altimeter setting that, when dialled into the subscale, causes the altimeter to indicate the aircraft's altitude above mean sea level (AMSL). It is the standard setting used for navigation and ATC altitude assignments below the transition altitude. Glider pilots use QNH to ensure terrain clearance and compliance with published airspace limits. ### Q4: What is the correct term for a message used for air traffic control? ^q4 - A) Meteorological message - B) Message related to direction finding - C) Flight safety message - D) Flight regularity message **Correct: C)** > **Explanation:** ICAO classifies aeronautical messages by priority. Flight safety messages — which include ATC instructions, position reports, and related communications — hold the highest priority after distress and urgency messages. This classification ensures that safety-critical information is never delayed by lower-priority traffic such as administrative or regularity messages. ### Q5: Distress messages are messages... ^q5 - A) Concerning the safety of an aircraft, a watercraft or some other vehicle or person in sight. - B) Concerning the operation or maintenance of facilities which are important for the safety and regularity of flight operations. - C) Concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance. - D) Sent by a pilot or an aircraft operating agency which have an imminent meaning for aircraft in flight. **Correct: C)** > **Explanation:** A distress situation — signaled by the phrase MAYDAY (spoken three times) — exists when an aircraft or its occupants face a grave and imminent danger requiring immediate assistance. This is the highest priority category of aeronautical communication. The transponder code 7700 is squawked to alert radar services. Urgency (PAN PAN) is the next level down, involving a serious but not immediately life-threatening condition. ### Q6: Which of the following messages has the highest priority? ^q6 - A) Turn left - B) Wind 300 degrees, 5 knots - C) Request QDM - D) QNH 1013 **Correct: C)** > **Explanation:** A request for QDM (magnetic heading to steer to reach a station) implies the pilot may be uncertain of position or unable to navigate independently — making it a potential urgency or flight safety matter. Among the options listed, it carries the highest priority because it relates to navigation assistance and pilot safety. Wind and QNH information are routine, while "Turn left" is a standard ATC instruction. ### Q7: The directional information "12 o'clock" is correctly transmitted as... ^q7 - A) One two. - B) Twelve o'clock. - C) One two hundred. - D) One two o'clock **Correct: B)** > **Explanation:** Clock position references used to report traffic or terrain are always spoken as a natural number followed by "o'clock": "twelve o'clock" means directly ahead. This is a standard phraseology format used worldwide for traffic advisories. Omitting "o'clock" (saying just "twelve") could be confused with other numerical data, so the full expression is required. ### Q8: Times are transmitted as... ^q8 - A) Local time. - B) Time zone time. - C) UTC. - D) Standard time. **Correct: C)** > **Explanation:** All aeronautical communications use UTC (Coordinated Universal Time), previously known as GMT or Zulu time. This ensures consistency across time zones and eliminates ambiguity in international operations. Pilots must convert local time to UTC when filing flight plans or making ATC reports, and controllers always issue times in UTC. ### Q9: What is the meaning of the phrase "Roger"? ^q9 - A) An error has been made in this transmission. The correct version is... - B) Permission for proposed action is granted - C) I understand your message and will comply with it - D) I have received all of your last transmission **Correct: D)** > **Explanation:** "Roger" means "I have received all of your last transmission" — it is a receipt acknowledgement only, not a commitment to comply. It must not be used where readback of specific instructions is required (such as clearances, headings, or squawk codes). Pilots sometimes confuse "Roger" with "Wilco" (will comply) — the distinction is important for ATC communication integrity. ### Q10: What is the meaning of the phrase "Correction"? ^q10 - A) I have received all of your last transmission - B) I understand your message and will comply with it - C) Permission for proposed action is granted - D) An error has been made in this transmission. The correct version is... **Correct: D)** > **Explanation:** "Correction" is used mid-transmission when a pilot or controller realizes they have made an error. The word is spoken, then the correct information follows immediately. This prevents the receiving party from acting on faulty data. It is distinct from "Negative" (which corrects a wrong assumption) and avoids the ambiguity of simply restarting a sentence. ### Q11: Which phrase is used by a pilot when he wants to fly through controlled airspace? ^q11 - A) Want - B) Apply - C) Would like - D) Request **Correct: D)** > **Explanation:** "Request" is the standard ICAO phraseology term for when a pilot wishes to obtain a clearance, service, or permission. Colloquial alternatives such as "I want" or "I would like" are not standard phraseology. For example: "Dusseldorf Radar, D-EAZF, request transit controlled airspace." Using standardized vocabulary reduces the risk of misunderstanding, particularly in high-workload or multilingual environments. ### Q12: What phrase is used by a pilot if a transmission is to be answered with "yes"? ^q12 - A) Affirm - B) Yes - C) Affirmative - D) Roger **Correct: A)** > **Explanation:** "Affirm" is the standard ICAO word for yes. "Affirmative" is common in military communications but "Affirm" is the correct civil aviation standard. The word "Yes" is not part of standard phraseology and should be avoided as it can be misheard. "Roger" means message received, not agreement, and must not be confused with "Affirm." ### Q13: What phrase is used by a pilot to inform the tower about a go-around? ^q13 - A) Pulling up - B) Going around - C) No landing - D) Approach canceled **Correct: B)** > **Explanation:** "Going around" is the standard ICAO phrase used by a pilot to notify ATC that they are discontinuing an approach and initiating a missed approach or go-around. It must be transmitted immediately when the decision is made, before any other communication. ATC will then provide instructions (e.g., runway heading, altitude to maintain). Non-standard alternatives like "no landing" or "approach canceled" are not recognized phraseology. ### Q14: What is the correct abbreviation of the call sign D-EAZF? ^q14 - A) AZF - B) DZF - C) DEA - D) DEF **Correct: B)** > **Explanation:** When abbreviating a five-character civil aircraft call sign, ICAO standard procedure uses the first character (nationality prefix) plus the last two characters: D-EAZF becomes D-ZF, spoken as "Delta Zulu Foxtrot" or simply "DZF." This abbreviated form may only be used after the ground station has itself used the abbreviation — establishing that both parties have unambiguously identified the aircraft. ### Q15: In what case is the pilot allowed to abbreviate the call sign of his aircraft? ^q15 - A) After passing the first reporting point - B) If there is little traffic in the traffic circuit - C) Within controlled airspace - D) After the ground station has used the abbreviation **Correct: D)** > **Explanation:** The pilot may only begin using the abbreviated call sign once the ground station has used it first. This rule ensures that identification is unambiguous — the controller has confirmed which aircraft they are communicating with before the shortened form is adopted. Self-initiated abbreviation can lead to confusion if multiple aircraft with similar endings are on frequency. ### Q16: What is the correct way of establishing radio communication between D-EAZF and Dusseldorf Tower? ^q16 - A) Dusseldorf Tower over - B) Dusseldorf Tower D-EAZF - C) Dusseldorf Tower D-EAZF - D) Tower from D-EAZF **Correct: B)** > **Explanation:** The standard format for initial contact is: station called, then own call sign — "Dusseldorf Tower, Delta Echo Alfa Zulu Foxtrot." The word "Over" is optional at the end of a transmission but not required for initial calls. The format "Tower from D-EAZF" is non-standard and should be avoided. The station is addressed first so they know to listen, then the calling aircraft identifies itself. ### Q17: What is the correct way of acknowledging the instruction "Squawk 4321, Call Bremen Radar on 131.325"? ^q17 - A) Roger - B) Squawk 4321, 131.325 - C) Squawk 4321, wilco - D) Wilco **Correct: B)** > **Explanation:** SSR transponder codes (squawk codes) and frequency changes must be read back — they are safety-critical items. The pilot must read back the squawk code (4321) and the new frequency (131.325) to confirm correct receipt. "Roger" alone or "Wilco" alone is insufficient. If the wrong code is set or the wrong frequency dialled, both situations carry serious safety implications. ### Q18: What is the correct way of acknowledging "You are now entering airspace Delta"? ^q18 - A) Roger - B) Airspace Delta - C) Wilco - D) Entering **Correct: A)** > **Explanation:** "You are now entering airspace Delta" is an informational statement from ATC — it describes what is happening, not an instruction requiring future action. "Roger" (I have received your message) is therefore the correct and sufficient response. "Wilco" would imply a future action to comply with, which is inappropriate here. No readback of the airspace type is required for a pure information message. ### Q19: What does a cloud coverage of "FEW" mean in a METAR weather report? ^q19 - A) 5 to 7 eighths - B) 8 eighths - C) 3 to 4 eighths - D) 1 to 2 eighths **Correct: D)** > **Explanation:** In METAR cloud coverage reporting, FEW means 1 to 2 oktas (eighths) of sky covered — a very sparse cloud layer. SCT (Scattered) is 3–4 oktas, BKN (Broken) is 5–7 oktas, and OVC (Overcast) is 8 oktas (full coverage). These standardized ICAO designations are used worldwide in aviation weather reports. ### Q20: What does a cloud coverage of "SCT" mean in a METAR weather report? ^q20 - A) 5 to 7 eighths - B) 8 eighths - C) 3 to 4 eighths - D) 1 to 2 eighths **Correct: C)** > **Explanation:** SCT stands for Scattered, representing 3 to 4 oktas (eighths) of sky covered by a cloud layer in a METAR report. FEW is 1–2 oktas, BKN (Broken) is 5–7 oktas, and OVC (Overcast) is 8 oktas. Using these standardized terms ensures unambiguous cloud coverage reporting globally. ### Q21: What does a cloud coverage of "BKN" mean in a METAR weather report? ^q21 - A) 1 to 2 eighths - B) 5 to 7 eighths - C) 3 to 4 eighths - D) 8 eighths **Correct: B)** > **Explanation:** BKN stands for Broken, representing 5 to 7 oktas (eighths) of sky covered by a cloud layer in a METAR report. FEW is 1–2 oktas, SCT is 3–4 oktas, and OVC (Overcast) is 8 oktas. A broken layer still means the sky is predominantly covered, which can have significant implications for VFR flights. ### Q22: Which transponder code indicates a radio failure? ^q22 - A) 7500 - B) 7700 - C) 7000 - D) 7600 **Correct: D)** > **Explanation:** Transponder code 7600 is the internationally standardized squawk code for loss of radio communication (NORDO — no radio). Code 7700 indicates a general emergency, 7500 indicates unlawful interference (hijacking), and 7000 is the standard VFR conspicuity code in many European countries. Squawking 7600 alerts ATC to the communication failure without declaring a full emergency. ### Q23: What is the correct phrase to begin a blind transmission? ^q23 - A) Listen - B) Blind - C) Transmitting blind - D) No reception **Correct: C)** > **Explanation:** When experiencing radio reception failure but still able to transmit, the pilot should begin a blind transmission with the phrase 'Transmitting blind' (or 'Transmitting blind on [frequency]'). This notifies any receiving station of the one-way nature of the transmission. 'Listen', 'Blind', or 'No reception' are not the ICAO-standard prescribed phraseology. ### Q24: How often shall a blind transmission be made? ^q24 - A) Two times - B) Four times - C) Three times - D) One time **Correct: D)** > **Explanation:** A blind transmission (transmitting without receiving confirmation) is made once on the current frequency (and once more on the emergency frequency if appropriate), not multiple times. Repeating it once ensures the message is heard without causing frequency congestion. Making it four or three times is excessive and not standard ICAO procedure. ### Q25: In what situation is it appropriate to set the transponder code 7600? ^q25 - A) Hijacking - B) Emergency - C) Flight into clouds - D) Loss of radio **Correct: D)** > **Explanation:** Transponder code 7600 is specifically assigned for loss of radio communication (NORDO). Squawking 7600 alerts ATC radar controllers to the situation so they can provide appropriate separation and visual signals. Code 7700 is for emergencies, 7500 for hijacking, and flight into clouds is not a transponder emergency code situation. ### Q26: What is the correct course of action when experiencing a radio failure in class D airspace? ^q26 - A) The flight has to be continued above 5000 feet complying with VFR flight rules or the airspace has to be left by the shortest route - B) The flight has to be continued above 5000 feet complying with VFR flight rules or the airspace has to be left using a standard routing - C) The flight has to be continued according to the last clearance complying with VFR rules or the airspace has to be left by the shortest route - D) The flight has to be continued according to the last clearance complying with VFR flight rules or the airspace has to be left using a standard routing **Correct: C)** > **Explanation:** ICAO procedures for radio failure in controlled airspace (Class D) require the pilot to continue the flight according to the last ATC clearance received while complying with VFR flight rules, or to leave the airspace by the shortest route. Flying above 5000 feet is not specified; using a 'standard routing' without relation to the last clearance is also incorrect. ### Q27: Which phrase is to be repeated three times before transmitting an urgency message? ^q27 - A) Mayday - B) Urgent - C) Pan Pan - D) Help **Correct: C)** > **Explanation:** An urgency message (lower priority than distress) is preceded by the phrase 'Pan Pan' spoken three times. This alerts ATC and other aircraft to a serious but not immediately life-threatening situation. 'Mayday' (spoken three times) is used for distress, and 'Urgent' or 'Help' are not ICAO-standard radiotelephony phrases. ### Q28: What is the correct frequency for an initial distress message? ^q28 - A) Radar frequency - B) Current frequency - C) FIS frequency - D) Emergency frequency **Correct: B)** > **Explanation:** The initial distress or urgency call should be made on the frequency currently in use, because that frequency is already monitored by the appropriate ATC unit. Switching to another frequency risks losing contact and wasting time. If there is no response, the pilot may then try the emergency frequency 121.5 MHz. ### Q29: What kind of information should be included in an urgency message? ^q29 - A) Nature of problem or observation, important information for support, departure aerodrome, information about position, heading and altitude - B) Intended routing, important information for support, intentions of the pilot, information about position, departure aerodrome, heading and altitude - C) Intended routing, important information for support, intentions of the pilot, departure aerodrome, destination aerodrome, heading and altitude - D) Nature of problem or observation, important information for support, intentions of the pilot, information about position, heading and altitude **Correct: D)** > **Explanation:** An urgency message (Pan Pan) must include: the nature of the problem or observation, any important information needed for assistance, the intentions of the pilot in command, and position/heading/altitude information. It does not need to include departure and destination aerodromes or intended routing — those details are more relevant to flight plan information, not an urgency broadcast. ### Q30: What is the correct designation of the frequency band from 118.000 to 136.975 MHz used for voice communication? ^q30 - A) MF - B) LF - C) HF - D) VHF **Correct: D)** > **Explanation:** The aviation voice communication band from 118.000 to 136.975 MHz falls within the Very High Frequency (VHF) range. VHF provides reliable line-of-sight communication and is the standard for civil aviation. MF (Medium Frequency), LF (Low Frequency), and HF (High Frequency) are lower frequency bands used for different purposes such as NDB navigation or long-range HF communications. ### Q31: In which situations should a pilot use blind transmissions? ^q31 - A) When a pilot has flown into cloud or fog unintentionally and therefore would like to request navigational assistance from a ground unit - B) When the traffic situation at an airport allows the transmission of information which does not need to be acknowledged by the ground station - C) When no radio communication can be established with the appropriate aeronautical station, but when evidence exists that transmissions are received at that ground unit - D) When a transmission containing important navigational or technical information is to be sent to several stations at the same time **Correct: C)** > **Explanation:** A blind transmission is used when two-way communication cannot be established, but the pilot has reason to believe the ground station can still receive. This commonly occurs when the aircraft receiver is faulty. The pilot continues transmitting relevant information — such as position and intentions — so the ground unit can at least track the situation and coordinate as needed. ### Q32: Which abbreviation is used for the term "abeam"? ^q32 - A) ABB - B) ABM - C) ABE - D) ABA **Correct: B)** > **Explanation:** ABM is the ICAO-standard abbreviation for "abeam," meaning a position at a right angle to the aircraft's track — i.e., directly to the side. This abbreviation appears in flight plans, ATC communications, and aeronautical charts. It is important to use the standardized form rather than informal alternatives to ensure unambiguous interpretation across language barriers. ### Q33: Which abbreviation is used for the term "obstacle"? ^q33 - A) OBST - B) OBTC - C) OST - D) OBS **Correct: A)** > **Explanation:** OBST is the ICAO-standard abbreviation for obstacle, as defined in ICAO Annex 10 and used in NOTAMs, aeronautical publications, and ATC communications. It appears frequently in aerodrome obstacle data and NOTAM texts. OBS, while intuitively plausible, is reserved for other terms (e.g., observation) in ICAO documentation. ### Q34: What does the abbreviation "FIS" stand for? ^q34 - A) Flight information service - B) Flashing information system - C) Flight information system - D) Flashing information service **Correct: A)** > **Explanation:** FIS — Flight Information Service — is a service provided by ATC units to give pilots information useful for the safe and efficient conduct of flight, such as weather, NOTAMs, and airspace activity. In many countries, glider pilots operating outside controlled airspace will communicate with an FIS unit (e.g., on a national FIS frequency) rather than a tower or radar controller. ### Q35: What does the abbreviaton "FIR" stand for? ^q35 - A) Flight information region - B) Flight integrity receiver - C) Flow integrity required - D) Flow information radar **Correct: A)** > **Explanation:** A Flight Information Region (FIR) is a defined volume of airspace within which flight information service and alerting service are provided. Each country or group of countries has one or more FIRs, and they cover all airspace including lower and upper airspace. Glider pilots should know the FIR they are operating in, as this determines which FIS frequency applies. ### Q36: What is the correct way to transmit the call sign HB-YKM? ^q36 - A) Hotel Bravo Yuliett Kilo Mikro - B) Home Bravo Yuliett Kilo Mike - C) Hotel Bravo Yankee Kilo Mike - D) Home Bravo Yankee Kilo Mikro **Correct: C)** > **Explanation:** The ICAO phonetic alphabet specifies exact words for each letter. Y is always "Yankee" (not "Yuliett" — that is J), and M is "Mike" (not "Mikro"). H is "Hotel" and B is "Bravo." Using the correct phonetic words is essential to avoid confusion, particularly between letters that sound similar in noisy radio conditions. ### Q37: What is the correct way to transmit the call sign OE-JVK? ^q37 - A) Omega Echo Jankee Victor Kilo - B) Omega Echo Juliett Victor Kilogramm - C) Oscar Echo Jankee Victor Kilogramm - D) Oscar Echo Juliett Victor Kilo **Correct: D)** > **Explanation:** O is "Oscar" (not "Omega"), J is "Juliett" (not "Jankee"), and K is "Kilo" (never "Kilogramm"). The ICAO phonetic alphabet uses standardized English-based words chosen for their intelligibility across different languages. Using non-standard alternatives such as "Omega" or "Jankee" can cause confusion and is not permitted in standard radio communications. ### Q38: An altitude of 4500 ft is transmitted as... ^q38 - A) Four five tousand. - B) Four five zero zero. - C) Four tousand five zero zero. - D) Four tousand five hundred. **Correct: D)** > **Explanation:** ICAO phraseology for altitudes uses the words "thousand" and "hundred" where applicable. 4500 ft is correctly spoken as "four thousand five hundred." Digit-by-digit recitation (e.g., "four five zero zero") is used for QNH and transponder codes, not for altitudes. The word "tousand" in the distractors also represents a common non-standard pronunciation to avoid. ### Q39: What is the meaning of the phrase "Approved"? ^q39 - A) I understand your message and will comply with it - B) Permission for proposed action is granted - C) I have received all of your last transmission - D) An error has been made in this transmission. The correct version is... **Correct: B)** > **Explanation:** "Approved" grants permission for a specific action that the pilot has proposed or requested. For example, a pilot requesting "request backtrack runway 27" may receive "Approved." It is synonymous with "Cleared" in some contexts but specifically responds to a pilot's proposal. "Wilco" (answer A) is the pilot's response indicating they will comply with an instruction already given. ### Q40: What phrase is used by a pilot if a transmission is to be answered with "no"? ^q40 - A) Negative - B) No - C) Not - D) Finish **Correct: A)** > **Explanation:** "Negative" is the standard ICAO phraseology for "no" or "that is not correct." It is unambiguous and internationally understood. The plain word "No" is not standard phraseology and is avoided because it may be misheard or misunderstood across language barriers. "Negative" also serves to correct an incorrect assumption made by the other party. ### Q41: What does a readability of 1 indicate? ^q41 - A) The transmission is readable but with difficulty - B) The transmission is perfectly readable - C) The transmission is readable now and then - D) The transmission is unreadable **Correct: D)** > **Explanation:** The ICAO readability scale runs from 1 to 5: 1 = Unreadable, 2 = Readable now and then, 3 = Readable but with difficulty, 4 = Readable, 5 = Perfectly readable. A readability of 1 means the receiving station cannot understand the transmission at all. If a pilot receives a readability 1 report, they should consider changing frequency, transmitter power, or antenna position. ### Q42: What does a readability of 2 indicate? ^q42 - A) The transmission is readable but with difficulty - B) The transmission is unreadable - C) The transmission is perfectly readable - D) The transmission is readable now and then **Correct: D)** > **Explanation:** Readability 2 means the transmission is only intermittently intelligible — the receiving station catches parts of the message but cannot reliably understand it. This might result from atmospheric interference, weak signal, or excessive background noise. In practice, a pilot reporting readability 2 should attempt to improve transmission quality or relay through another aircraft. ### Q43: What does a readability of 5 indicate? ^q43 - A) The transmission is readable now and then - B) The transmission is readable but with difficulty - C) The transmission is unreadable - D) The transmission is perfectly readable **Correct: D)** > **Explanation:** Readability 5 is the best possible signal quality — the transmission is perfectly clear and intelligible. When asked "How do you read?" a response of "I read you five" (or "readability five") indicates ideal communication conditions. Glider pilots should aim for readability 4-5 on all ATC frequencies, particularly when receiving critical instructions such as clearances or emergency guidance. ### Q44: Which information from a ground station does not require readback? ^q44 - A) Runway in use - B) Altitude - C) Wind - D) SSR-Code **Correct: C)** > **Explanation:** Traffic information (e.g., "traffic at your two o'clock, one thousand feet above") is acknowledged with "Roger" or "Traffic in sight" — it does not require a formal readback. In contrast, altimeter settings, headings, and taxi instructions are all subject to mandatory readback requirements under ICAO procedures, as errors in these items can have direct safety consequences. ### Q45: What is the correct way of acknowledging the instruction "DZF after lift-off climb straight ahead until 2500 feet before turning right heading 220 degrees, wind 090 degrees, 5 knots, runway 12, cleared for take-off"? ^q45 - A) DZF after lift-off climb straight ahead 2500 feet, then turn right heading 220, 090 degrees, 5 knots - B) DZF after lift-off climb straight ahead 2500 feet, then turn right heading 220, 090 degrees, 5 knots, cleared for take-off - C) DZF after lift-off climb straight ahead 2500 feet, wilco, heading 220 degrees, 090 degrees, 5 knots, cleared for take-off - D) DZF after lift-off climb straight ahead 2500 feet, then turn right heading 220, runway 12, cleared for take-off **Correct: D)** > **Explanation:** The readback must include all safety-critical items: departure instructions (climb straight ahead to 2500 ft, turn right heading 220), runway in use (runway 12), and the take-off clearance. Wind information does not require readback and is correctly omitted. Option B incorrectly reads back the wind, and option C uses "wilco" inappropriately mid-readback. The runway and clearance phrase must be included. ### Q46: What is the correct way of acknowledging the instruction "Next report PAH"? ^q46 - A) Positive - B) Wilco - C) Report PAH - D) Roger **Correct: B)** > **Explanation:** "Wilco" (from "will comply") is the correct response when a pilot understands and intends to comply with an instruction. "Next report PAH" is an instruction requiring future action, so "Wilco" confirms both receipt and intention to comply. "Roger" only confirms receipt without implying compliance. "Positive" is not standard phraseology in this context. ### Q47: In what case is visibility transmitted in meters? ^q47 - A) Up to 5 km - B) Greater than 10 km - C) Greater than 5 km - D) Up to 10 km **Correct: A)** > **Explanation:** In aviation meteorology (METAR), visibility is reported in meters when it is 5 km or less (up to 5000 m in 100 m steps below 800 m, then 100 m steps up to 5000 m). When visibility is greater than 5 km, it is reported in kilometers. This threshold ensures precision at lower visibilities that are operationally critical for flight safety. ### Q48: Urgency messages are defined as... ^q48 - A) Messages concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance. - B) Messages concerning urgent spare parts which are needed for a continuation of flight and which need to be ordered in advance. - C) Information concerning the apron personell and which imply an imminent danger to landing aircraft - D) Messages concerning the safety of an aircraft, a watercraft or some other vehicle or person in sight. **Correct: D)** > **Explanation:** Urgency messages (Pan Pan) concern the safety of an aircraft, vessel, vehicle, or person in sight — situations that are serious but not immediately life-threatening. A distress message (Mayday) concerns aircraft and passengers facing a grave and imminent threat requiring immediate assistance. Spare parts logistics and apron personnel safety are not urgency message subjects. ### Q49: Distress messages contain... ^q49 - A) Information concerning urgent spare parts which are required for a continuation of flight and which have to be ordered in advance. - B) Information concerning the apron personell and which imply an imminent danger to landing aircraft. - C) Information concerning the safety of an aircraft, a watercraft or some other vehicle or person in sight - D) Information concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance. **Correct: D)** > **Explanation:** Distress messages (Mayday) contain information concerning aircraft and their passengers (or other persons) who face a grave and imminent danger requiring immediate assistance — the most critical level of emergency. Urgency messages (Pan Pan) cover less immediate threats to safety of vehicles or persons. Spare parts or apron personnel scenarios are not distress situations. ### Q50: What is the approximate speed of electromagnetic wave propagation? ^q50 - A) 123000 m/s - B) 300000 km/s - C) 123000 km/s - D) 300000 m/s **Correct: B)** > **Explanation:** Electromagnetic waves (including radio waves and light) propagate at the speed of light, approximately 300,000 km/s (3 × 10⁸ m/s) in a vacuum. The other options are incorrect by orders of magnitude — 123,000 m/s is far too slow, and 300,000 m/s or 123,000 km/s are also wrong. ### Q51: Urgency messages are messages... ^q51 - A) Sent by a pilot or an aircraft operating agency which have an imminent meaning for aircraft in flight - B) Concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance. - C) Concerning the operation or maintenance of facilities essential for the safety or regularity of aircraft operation. - D) Concerning the operation or maintenance of facilities essential for the safety or regularity of aircraft operation. **Correct: D)** > **Explanation:** An urgency message (PAN PAN, spoken three times) concerns a serious condition that requires timely assistance but does not yet pose a grave and imminent danger. Examples include medical situations, engine problems that are controllable, or a pilot who is uncertain of position. Urgency ranks below distress (MAYDAY) but above all routine traffic in priority. ### Q52: Regularity messages are messages... ^q52 - A) Concerning aircraft and their passengers which face a grave and imminent threat and require immediate assistance - B) Sent by an aircraft operating agency or an aircraft of immediate concern to an aircraft in flight. - C) Concerning the safety of an aircraft, a watercraft or some other vehicle or person in sight. - D) Concerning the operation or maintenance of facilities essential for the safety or regularity of aircraft operation. **Correct: D)** > **Explanation:** Regularity messages relate to the operation and maintenance of facilities necessary for flight operations — essentially administrative and logistical communications. They carry the lowest priority in the ICAO message hierarchy, below distress, urgency, flight safety, meteorological, and NOTAM messages. They should never delay safety-critical transmissions. ### Q53: A frequency of 119.500 MHz is correctly transmitted as... ^q53 - A) One one niner decimal five zero. - B) One one niner decimal five zero zero. - C) One one niner decimal five. - D) One one niner tousand decimal five zero. **Correct: C)** > **Explanation:** Radio frequencies are transmitted digit by digit with "decimal" for the decimal point, and trailing zeros are dropped. 119.500 MHz is therefore "one one niner decimal five." Note that "niner" is used for 9 to avoid confusion with the German/Dutch "nein" (no). Only significant digits after the decimal are spoken; ".500" reduces to ".5." ### Q54: If there is any doubt about ambiguity, a time of 1620 is to be transmitted as... ^q54 - A) Sixteen twenty - B) Two zero. - C) One six two zero. - D) One tousand six hundred two zero **Correct: C)** > **Explanation:** When transmitting times and there is any risk of ambiguity (e.g., confusion about whether only minutes or the full time is meant), ICAO requires the full four-digit UTC time spoken as individual digits: "one six two zero." This removes any doubt about whether "twenty" refers to 1620 or 0020. Abbreviated times (just minutes) are only acceptable when the hour is clearly established. ### Q55: Which phrase does a pilot use when he / she wants to check the readability of his / her transmission? ^q55 - A) Request readability - B) What is the communication like? - C) You read me five - D) How do you read? **Correct: D)** > **Explanation:** "How do you read?" is the standard ICAO phrase used to request a readability check from the receiving station. The expected response uses the readability scale from 1 (unreadable) to 5 (perfectly readable), e.g., "I read you five." This phrase is used when the pilot suspects their transmission quality may be poor, such as after changing frequency or noting interference. ### Q56: What is the call sign of the surface movement control? ^q56 - A) Control - B) Tower - C) Earth - D) Ground **Correct: D)** > **Explanation:** Surface movement control — responsible for the movement of aircraft and vehicles on the manoeuvring area (taxiways, aprons) other than the runway — uses the call sign suffix "Ground" (e.g., "Frankfurt Ground"). At smaller aerodromes, the tower may handle both functions on a single frequency, but at larger airports these are separated. Pilots should not taxi without clearance from Ground. ### Q57: What does a readability of 3 indicate? ^q57 - A) The transmission is perfectly readable - B) The transmission is readable now and then - C) The transmission is unreadable - D) The transmission is readable but with difficulty **Correct: D)** > **Explanation:** Readability 3 means the transmission is intelligible but requires effort — words may be unclear and the listener must concentrate. This level is often acceptable for short operational messages but is not ideal for complex instructions or clearances. Pilots and controllers should attempt to improve signal quality if readability remains at 3 for extended periods. ### Q58: In what cases is visibility transmitted in kilometers? ^q58 - A) Greater than 10 km - B) Up to 5 km - C) Greater than 5 km - D) Up to 10 km **Correct: C)** > **Explanation:** In METAR reporting, visibility is reported in kilometers when it is greater than 5 km (e.g., '6KM' or '9999' for 10 km or more). When visibility is 5 km or less, it is expressed in meters for greater precision. This convention is standardized under ICAO Annex 3. ### Q59: How can you obtain meteorological information concerning airports during a crosscountry flight? ^q59 - A) GAMET - B) METAR - C) AIRMET - D) VOLMET **Correct: D)** > **Explanation:** VOLMET is a continuous meteorological broadcast service providing current weather information for a series of named aerodromes, transmitted on designated VHF and HF frequencies. During a cross-country flight, VOLMET gives pilots real-time METAR information for airports along their route. GAMET and AIRMET are area forecasts, and METAR is the report format, not a broadcast service. ### Q60: What does the abbreviation "HX" stand for? ^q60 - A) 24 h service - B) Sunrise to sunset - C) No specific opening hours - D) Sunset to sunrise **Correct: C)** > **Explanation:** HX means the facility operates at no specific or predetermined hours — it may be available on request or intermittently. Pilots must verify actual availability via NOTAM or direct contact before relying on such a service. This is distinct from H24 (always open), HJ (daylight only), and HN (night only). ### Q61: The altimeter has to be set to what value in order to show zero on ground? ^q61 - A) QTE - B) QFE - C) QNE - D) QNH **Correct: B)** > **Explanation:** QFE is the atmospheric pressure at aerodrome level. When set on the altimeter's subscale, the instrument reads zero when the aircraft is on the ground at that aerodrome. This setting is sometimes used at glider aerodromes so circuit heights are read directly as heights above field. QNH, by contrast, gives altitude above mean sea level. ### Q62: A heading of 285 degrees is correctly transmitted as... ^q62 - A) Two hundred eighty-five. - B) Two eight five hundred. - C) Two eight five. - D) Two hundred eight five. **Correct: C)** > **Explanation:** Headings and bearings are always transmitted as three individual digits, each spoken separately: "two eight five." The words "hundred" or "thousand" are not used for headings. This digit-by-digit method prevents any ambiguity — "two eight five" can only mean 285 degrees, whereas "two hundred eighty-five" could theoretically be misheard. ### Q63: Which of the following factors affects the reception of VHF transmissions? ^q63 - A) Height of ionosphere - B) Altitude - C) Twilight error - D) Shoreline effect **Correct: B)** > **Explanation:** VHF radio waves propagate primarily by line-of-sight. Altitude directly determines how far the radio horizon extends — the higher the aircraft, the farther the radio waves can reach before being blocked by the Earth's curvature. The ionosphere affects HF propagation (sky wave), twilight error and shoreline effect affect NDB/ADF reception, not VHF. ### Q64: Which phrase is to be used when a pilot wants the tower to know that he is ready for take-off? ^q64 - A) Ready for departure - B) Request take-off - C) Ready for start-up - D) Ready **Correct: A)** > **Explanation:** "Ready for departure" is the standard phrase indicating the aircraft is at the holding point and prepared to take off. Note that the word "take-off" is only ever used in the actual clearance ("Cleared for take-off") or its cancellation ("Cancel take-off clearance") — pilots say "departure" for all other references to avoid premature action on a misheard word. "Ready" alone is incomplete and non-standard. ### Q65: On what frequency shall a blind transmission be made? ^q65 - A) On the appropriate FIS frequency - B) On a tower frequency - C) On a radar frequency of the lower airspace - D) On the current frequency **Correct: D)** > **Explanation:** A blind transmission (one-way transmission due to reception failure) must be made on the current frequency in use, since that is the frequency being monitored by ATC and nearby traffic. Switching to FIS, tower, or radar frequencies without having been given those frequencies is inappropriate and could cause the transmission to go unheard by the relevant authority. ### Q66: The flight has to be continued according to the last clearance complying with VFR flight rules or the airspace has to be left using a standard routing ^q66 - A) There are other aircraft in the aerodrome circuit - B) It ist the aerodrome of departure - C) It is the destination aerodrome - D) Approval has been granted before **Correct: D)** > **Explanation:** Entry into Class D airspace without radio contact is only permissible when prior approval has been granted (e.g., when the pilot has already received a clearance to enter and the radio failure occurs while inside or just before entry). Without prior approval, Class D airspace cannot be entered without two-way radio communication. The presence of other traffic, departure aerodrome status, or destination status do not constitute authorization. ### Q67: What is the call sign of the aerodrome control? ^q67 - A) Ground - B) Control - C) Tower - D) Airfield **Correct: C)** > **Explanation:** The aerodrome control unit — responsible for aircraft on the runway and in the immediate circuit area — uses the call sign suffix "Tower" (e.g., "Dusseldorf Tower"). This distinguishes it from ground movement control ("Ground"), approach control ("Approach" or "Radar"), and area control ("Control"). Glider pilots operating at controlled aerodromes must contact the correct unit using the appropriate call sign. ### Q68: What is the call sign of the flight information service? ^q68 - A) Flight information - B) Info - C) Advice - D) Information **Correct: D)** > **Explanation:** FIS units use the call sign suffix "Information" (e.g., "Langen Information" or "Scottish Information"). This service provides traffic information, weather updates, and other advisories to VFR pilots operating outside controlled airspace. Glider pilots frequently use FIS frequencies during cross-country flights and must identify the unit using the correct call sign suffix. ### Q69: What is the correct way of using the aircraft call sign at first contact? ^q69 - A) Using the last two characters only - B) Using all characters - C) Using the first three characters only - D) Using the first two characters only **Correct: B)** > **Explanation:** At first contact with any ATC unit, the pilot must use the full aircraft call sign (e.g., D-EAZF in full as "Delta Echo Alfa Zulu Foxtrot"). This allows the controller to positively identify the aircraft before any abbreviation is established. Using a partial call sign at first contact risks confusion with other aircraft and is contrary to ICAO standard procedures. ### Q70: Which altitude is displayed on the altimeter when set to a specific QFE? ^q70 - A) Altitude in relation to the 1013.25 hPa datum - B) Altitude in relation to the air pressure at the reference airfield - C) Altitude in relation to mean sea level - D) Altitude in relation to the highest elevation within 10 km **Correct: B)** > **Explanation:** With QFE set, the altimeter reads height above the reference aerodrome — typically showing zero on the ground and the circuit height directly as a height above field. While useful at the home aerodrome, QFE requires care when operating away from base, as the reading no longer relates to sea level or terrain elsewhere. ### Q71: The correct transponder code for emergencies is... ^q71 - A) 7600. - B) 7500. - C) 7700. - D) 7000. **Correct: C)** > **Explanation:** Transponder code 7700 is the internationally standardized emergency squawk. It alerts radar controllers to an emergency situation and triggers alarms on ATC displays. Code 7600 indicates radio failure, 7500 indicates hijacking, and 7000 is the standard VFR conspicuity code in European airspace. ### Q72: What information is broadcasted on a VOLMET frequency? ^q72 - A) Current information - B) Navigational information - C) Meteorological information - D) NOTAMS **Correct: C)** > **Explanation:** VOLMET (from the French vol — flight, and météo — weather) is a radio service that continuously broadcasts meteorological information (current weather reports, METARs) for a series of aerodromes. It provides current information, not navigational data, NOTAMs, or general bulletins. ### Q73: An ATIS is valid for... ^q73 - A) 45 minutes. - B) 60 minutes. - C) 30 minutes. - D) 10 minutes. **Correct: C)** > **Explanation:** An ATIS (Automatic Terminal Information Service) broadcast is updated at 30-minute intervals (or whenever conditions change significantly) and is valid for approximately 30 minutes. Pilots should obtain the latest ATIS before contacting ATC on initial call. 45 or 60 minutes would be too long given how rapidly aerodrome conditions can change. ### Q74: Which abbreviation is used for the term abeam? ^q74 - A) ABB - B) ABM - C) ABE - D) ABA **Correct: B)** > **Explanation:** The ICAO standard abbreviation for 'abeam' is ABM. 'Abeam' describes a position at right angles to the aircraft's track, typically alongside a reference point. ABB, ABE, and ABA are not ICAO-recognized aviation abbreviations. ### Q75: Which abbreviation is used for the term visual flight rules? ^q75 - A) VFS - B) VRU - C) VFR - D) VMC **Correct: C)** > **Explanation:** VFR is the universally recognized abbreviation for Visual Flight Rules, as standardized by ICAO. VFS and VRU are not standard abbreviations. VMC stands for Visual Meteorological Conditions — the weather conditions required for VFR flight — which is a related but distinct term. ### Q76: Which abbreviation is used for the term obstacle? ^q76 - A) OBST - B) OBTC - C) OST - D) OBS **Correct: A)** > **Explanation:** OBST is the standard ICAO abbreviation for obstacle, used in NOTAMs, charts, and ATC communications. OBTC, OST, and OBS are not recognized ICAO abbreviations for this term (OBS can mean 'observe' in some contexts but not 'obstacle'). ### Q77: What does the abbreviation FIS stand for? ^q77 - A) Flight information service - B) Flashing information system - C) Flight information system - D) Flashing information service **Correct: A)** > **Explanation:** FIS stands for Flight Information Service — a service provided to give advice and information useful for the safe and efficient conduct of flights, without providing separation services. It is not a 'system' or a 'flashing' service; the 'flashing information' options are nonsensical distractors. ### Q78: What does the abbreviaton FIR stand for? ^q78 - A) Flight information region - B) Flight integrity receiver - C) Flow integrity required - D) Flow information radar **Correct: A)** > **Explanation:** FIR stands for Flight Information Region — a specified airspace of defined dimensions within which flight information service and alerting service are provided. It is the fundamental unit of airspace management under ICAO. 'Integrity receiver', 'integrity required', and 'information radar' are not aviation terminology. ### Q79: What does the abbreviation H24 stand for? ^q79 - A) No specific opening times - B) 24 h service - C) Sunrise to sunset - D) Sunset to sunrise **Correct: B)** > **Explanation:** H24 is the standard ICAO abbreviation meaning 24-hour continuous service, indicating that a facility (e.g., an ATC unit or AFIS) is available at all times. Sunrise to sunset is HR (hours of daylight), no specific opening hours is HX, and sunset to sunrise is specific night hours — not H24. ### Q80: What does the abbreviation HX stand for? ^q80 - A) 24 h service - B) Sunrise to sunset - C) No specific opening hours - D) Sunset to sunrise **Correct: C)** > **Explanation:** HX is the ICAO abbreviation meaning no specific opening hours — the facility operates on an irregular or undefined schedule. H24 means 24-hour service, HR means hours from sunrise to sunset, and HS means hours from sunset to sunrise. Pilots should check NOTAMs or AIP for actual hours of service when HX is listed. ### Q81: The directional information 12 o'clock is correctly transmitted as... ^q81 - A) One two. - B) Twelve o'clock. - C) One two hundred. - D) One two o'clock **Correct: B)** > **Explanation:** In ICAO radiotelephony, direction relative to the aircraft is expressed using clock positions spoken as full clock terms: 'twelve o'clock', 'three o'clock', etc. Saying 'one two' would sound like a bearing, 'one two hundred' is meaningless, and 'one two o'clock' omits the word 'twelve'. The correct standard phrase is 'Twelve o'clock'. ### Q82: What is the meaning of the phrase Roger? ^q82 - A) An error has been made in this transmission. The correct version is... - B) Permission for proposed action is granted - C) I understand your message and will comply with it - D) I have received all of your last transmission **Correct: D)** > **Explanation:** The word 'Roger' in ICAO radiotelephony means 'I have received all of your last transmission' — it is purely an acknowledgement of receipt and does not imply understanding or compliance. 'Wilco' (will comply) indicates understanding and intent to comply; 'Approved' grants permission; 'Correction' signals an error in a previous transmission. ### Q83: What is the meaning of the phrase Correction? ^q83 - A) I have received all of your last transmission - B) I understand your message and will comply with it - C) Permission for proposed action is granted - D) An error has been made in this transmission. The correct version is... **Correct: D)** > **Explanation:** The phrase 'Correction' in ICAO radiotelephony signals that an error was made in a previous part of the transmission, and the correct version follows. It does not mean receipt ('Roger'), compliance ('Wilco'), or permission ('Approved'). Pilots and controllers use it mid-transmission to self-correct without confusion. ### Q84: What is the meaning of the phrase Approved? ^q84 - A) I understand your message and will comply with it - B) Permission for proposed action is granted - C) I have received all of your last transmission - D) An error has been made in this transmission. The correct version is... **Correct: B)** > **Explanation:** The phrase 'Approved' in ICAO radiotelephony means 'permission for the proposed action is granted'. It is used by ATC to authorize a pilot's request. 'Roger' means receipt acknowledged, 'Wilco' means will comply, and 'Correction' signals an error in transmission. ### Q85: What phrase is used by a pilot if a transmission is to be answered with yes? ^q85 - A) Affirm - B) Yes - C) Affirmative - D) Roger **Correct: A)** > **Explanation:** The ICAO standard phrase for affirming (yes) a transmission is 'Affirm' — not 'Affirmative', which is not standard ICAO phraseology, and not 'Yes', which is plain language. 'Roger' means receipt acknowledged, not affirmation. 'Affirm' is specifically prescribed to avoid confusion on radio. ### Q86: What phrase is used by a pilot if a transmission is to be answered with no? ^q86 - A) Negative - B) No - C) Not - D) Finish **Correct: A)** > **Explanation:** The ICAO standard phrase for negating (no) is 'Negative'. Plain language 'No' is not standard radiotelephony and could be misheard; 'Not' and 'Finish' have no defined meaning in ICAO phraseology. 'Negative' is unambiguous and universally understood in aviation communication. ### Q87: What is the correct way of acknowledging the instruction DZF after lift-off climb straight ahead until 2500 feet before turning right heading 220 degrees, wind 090 degrees, 5 knots, runway 12, cleared for take-off? ^q87 - A) DZF after lift-off climb straight ahead 2500 feet, then turn right heading 220, 090 degrees, 5 knots - B) DZF after lift-off climb straight ahead 2500 feet, then turn right heading 220, 090 degrees, 5 knots, cleared for take-off - C) DZF after lift-off climb straight ahead 2500 feet, wilco, heading 220 degrees, 090 degrees, 5 knots, cleared for take-off - D) DZF after lift-off climb straight ahead 2500 feet, then turn right heading 220, runway 12, cleared for take-off **Correct: D)** > **Explanation:** During readback of a take-off clearance, the pilot must read back all safety-critical items: the after-liftoff instruction (climb straight ahead to 2500 ft, then turn right heading 220), the runway designator, and the clearance itself (cleared for take-off). The wind information (090/5kt) is provided for awareness but does not need to be read back. Option D correctly includes runway 12 and 'cleared for take-off' while omitting the wind. ### Q88: What is the correct way of acknowledging the instruction Next report PAH? ^q88 - A) Positive - B) Wilco - C) Report PAH - D) Roger **Correct: B)** > **Explanation:** The instruction 'Next report PAH' requires the pilot to take a specific future action (report at waypoint PAH). Because this involves a future commitment, the correct acknowledgement is 'Wilco' (will comply), not 'Roger' (which only acknowledges receipt). Saying 'Report PAH' as a standalone is incomplete, and 'Positive' is not standard phraseology. ### Q89: What is the correct way of acknowledging the instruction Squawk 4321, Call Bremen Radar on 131.325? ^q89 - A) Roger - B) Squawk 4321, 131.325 - C) Squawk 4321, wilco - D) Wilco **Correct: B)** > **Explanation:** When given a transponder code and a frequency change instruction, the pilot must read back the transponder code (to confirm the correct squawk) and the new frequency (131.325), as these are safety-critical items requiring confirmation. 'Roger' or 'Wilco' alone would not confirm the specific values; including both items in the readback ('Squawk 4321, 131.325') is the correct procedure. ### Q90: What is the correct way of acknowledging You are now entering airspace Delta? ^q90 - A) Roger - B) Airspace Delta - C) Wilco - D) Entering **Correct: A)** > **Explanation:** The instruction 'You are now entering airspace Delta' is a statement of fact or information from ATC, not a clearance or instruction requiring compliance. The correct acknowledgement is 'Roger' — meaning 'message received'. 'Wilco' would be inappropriate because there is nothing to comply with; simply repeating 'Airspace Delta' or 'Entering' is incomplete. ### Q91: What does a cloud coverage of FEW mean in a METAR weather report? ^q91 - A) 5 to 7 eighths - B) 8 eighths - C) 3 to 4 eighths - D) 1 to 2 eighths **Correct: D)** > **Explanation:** In METAR cloud coverage reporting, FEW designates 1 to 2 oktas (eighths) of sky covered — the sparsest cloud layer category. SCT (Scattered) = 3–4 oktas, BKN (Broken) = 5–7 oktas, and OVC (Overcast) = 8 oktas. These standardized ICAO designations apply worldwide. ### Q92: What does a cloud coverage of SCT mean in a METAR weather report? ^q92 - A) 5 to 7 eighths - B) 8 eighths - C) 3 to 4 eighths - D) 1 to 2 eighths **Correct: C)** > **Explanation:** SCT (Scattered) in a METAR report means 3 to 4 oktas (eighths) of sky coverage. FEW = 1–2 oktas, BKN (Broken) = 5–7 oktas, OVC (Overcast) = 8 oktas. Scattered cloud does not necessarily restrict VFR, but pilots must check cloud base heights against VFR minima. ### Q93: What does a cloud coverage of BKN mean in a METAR weather report? ^q93 - A) 1 to 2 eighths - B) 5 to 7 eighths - C) 3 to 4 eighths - D) 8 eighths **Correct: B)** > **Explanation:** BKN (Broken) in a METAR report means 5 to 7 oktas (eighths) of sky coverage. FEW = 1–2 oktas, SCT = 3–4 oktas, OVC = 8 oktas. A broken layer is predominantly covered sky and may impact VFR operations if cloud bases are low, requiring careful assessment before flight.